DE102013213171A1 - Method and device for operating a motor vehicle in an automated driving operation - Google Patents

Abstract

A method and an apparatus for operating a motor vehicle in an automated driving operation is proposed, in which a standard trajectory is determined, which converts a vehicle guidance according to the driver preset target setting and the current vehicle environment situation and a safety trajectory is determined, the safe stop of the vehicle in the event of an emergency depending on the current vehicle environment situation in which further the standard trajectory of a first control device is supplied by the signals to actuator devices of the vehicle for vehicle guidance based on the standard trajectory are forwarded and the safety trajectory is fed to a second control device , can be forwarded by the signals to actuator devices of the vehicle for vehicle guidance on the basis of the safety trajectory, wherein in standard operation, the actuator devices for vehicle management durc h the first control device are controlled and in case of safety, if the automated driving operation can not be ensured, the actuator devices are controlled by the second control device to stop the vehicle without danger.

Description

The present invention relates to a method and a device for operating a motor vehicle in an automated driving operation, in which a standard trajectory is determined, which implements a vehicle guidance according to the driver preset target setting and the current environment situation, a determination of a safety trajectory takes place, the safe stopping of the vehicle in the event of an emergency as a function of the current vehicle environment situation, in which the standard trajectory to a first control device and the safety trajectory are passed to a second control device and the actuator devices for vehicle guidance are controlled by the first control device in standard operation and in the case of security, if the automated Driving operation can not be ensured, the actuator devices are controlled by the second control device to stop the vehicle without danger.

State of the art

From the DE 10 2011 086 241 A1 a computing unit and an associated method for safe parking of a vehicle is known in which it is checked whether an emergency situation exists and after detecting an emergency situation, a driver assistance system drives the vehicle to a roadside by information from an external database are queried and taken into account by the driver assistance system ,

Disclosure of the invention

The gist of the present invention is to provide a method and associated system capable of autonomously guiding a vehicle and which is further capable of detecting whether an emergency situation in which the vehicle is no longer self-guided can, is present and the method or the system are so pronounced that in this Notsitation the vehicle can be stopped safely, without endangering the vehicle occupants or other road users. According to the invention this is achieved by the features of the independent claims. Advantageous developments and refinements emerge from the subclaims.

According to the invention, the described object is achieved in that a standard trajectory and a safety trajectory are determined by a trajectory planning module. The standard trajectory describes the planned route of the vehicle as part of an immediately preceding route to move the vehicle to a destination previously entered by the driver. In this case, the safety trajectory relates to the immediately preceding travel path of the vehicle, which is to be taken advantageously in the event of an emergency situation in which the vehicle can no longer be operated automatically and relates to a safe parking of the vehicle at the closest, suitable stopping position. The standard trajectory is fed to a first control device in which, based on the standard trajectory, signals for actuator devices of the vehicle are determined and output to downstream actuator devices. These actuator devices relate to both the vehicle longitudinal guidance, that is to say the regulation of the speed and the acceleration of the vehicle in the direction of travel, and the vehicle lateral control, that is to say the actuation of steering actuators, in order to influence the vehicle in its direction and to keep it on the lane currently being traveled or to make targeted changes of direction. The term acceleration is used in the context of the present application in the sense of positive as well as negative acceleration values and thus also includes delays. The parallel calculated in normal driving safety trajectory is passed to a second control device, which also determines signals for downstream actuator devices based on this safety trajectory. However, these signals for downstream actuator devices, which are based on the safety trajectory, are not converted by the second control device to the downstream actuators as long as the vehicle can be guided in automated driving mode.

Advantageously, the stopping of the vehicle by means of the safety trajectory, which was supplied to the second control device happens. It is particularly advantageous that when the safety case, so the situation that the vehicle must be stopped by means of the safety trajectory, the safety trajectory has already been stored in the second control device and thus switching to the safety operation can be done without time delay.

Furthermore, it is advantageous that the AKtoreinrichtungen of the vehicle by the first control device or by the second control means for influencing the vehicle longitudinal dynamics and the vehicle transverse dynamics are controllable. Actuators for vehicle longitudinal dynamics control are devices that can change the vehicle speed and the vehicle acceleration and devices for vehicle lateral dynamics control are in facilities that can control the vehicle steering in order to influence the vehicle targeted in its direction of travel. The Fahrzeuglängsdynamikaktuatorik by the first control device and the second Control device can be controlled, it can be separate actuators that can independently change the vehicle longitudinal dynamics, ie the speed, acceleration or deceleration by means of separate devices. Furthermore, it is conceivable that the actuator, which can be controlled by the first control device and the second control device, consists of a single actuator, however, has two independent inputs, so that in case of failure of a signal path of the actuator through the second signal path without Restriction maintains its functionality. For example, such an actuator system can be implemented by using electric motors with double windings or by using separate electric motors in which one motor remains in free-running condition as long as the other motor changes the setting of the actuator.

Furthermore, it is advantageous that the first control device operates independently of the second control device. This can be achieved by providing two independent and independent devices. However, this can also be implemented by using a common housing housing two separate control circuit circuits. It is also important that the supply lines and the input and output signal lines for the two control devices are separate and do not rely on shared resources.

Furthermore, it is advantageous that the communication devices between the first control device and the actuator devices for vehicle guidance are independent of the communication devices between the second control device and the actuator devices for vehicle guidance. This ensures that not only the calculation of the actuating signals for the actuator are independent of each other, but also have the transmission paths for these signals redundancy and thus in the event that a cable damage occurs or not just a controller but a whole group of control units fails, Nevertheless, a safe operation of an automated vehicle can be ensured.

It is particularly advantageous if the first regulating device or the second regulating device are connected to separate supply networks, so that a safer driving operation, at least until the next emergency stop position, is made possible even if the energy supply fails.

Furthermore, it is advantageous that in addition to the environment sensor system, which is provided for the automated driving operation in normal operation, another environment sensor or several other environment sensors are provided whose signals are not required for driving the vehicle in normal driving. This further environment sensor or the several other environment sensors are devices that can detect an imminent collision with an object in the vehicle environment and directly supply these signals to the second control device, which brings the vehicle at the closest stop position in case of security to a halt. This makes it possible, based on the information supplied by the further environment sensor or several other environment sensors, if necessary, during the emergency stop operation to perform an automatic emergency braking to avoid a collision of the vehicle in emergency operation or at least to mitigate the collision consequences of an unavoidable collision. This further environmental sensor or these several further environmental sensors can be, for example, sensor systems based on lidar sensors, radar sensors, ultrasonic sensors, video or stereo video sensors.

Of particular importance is the realization of the method according to the invention in the form of a control element which is provided for a control device of an automatic vehicle guidance system for a motor vehicle. In this case, a program is stored on the control, which is executable on a computing device, in particular on a microprocessor or signal processor, and suitable for carrying out the method according to the invention. In this case, therefore, the invention is realized by a program stored on the control program, so that this provided with the program control in the same way represents the invention, as the method to whose execution the program is suitable. In particular, an electrical storage medium can be used as the control, for example a read-only memory.

Other features, applications and advantages of the invention will become apparent from the following description of embodiments of the invention, which are illustrated in the figures of the drawing. All described or illustrated features, alone or in any combination form the subject of the invention, regardless of their combination in the claims or their dependency and regardless of their formulation or representation in the description or in the drawings.

Brief description of the drawings

Hereinafter, embodiments of the invention will be explained with reference to drawings. Show it

1 a schematic representation of an automated motor vehicle according to the invention in a regular mode and an error case,

2 a schematic block diagram of an embodiment of the device according to the invention.

Embodiments of the invention

In 1 is a roadway 1 shown on a vehicle 3 moves. The vehicle 3 is able to drive independently in an automated driving mode. After the driver has entered a destination, a trajectory is calculated in blocks, on the basis of which control commands for the actuators of the vehicle are determined. For the movement of the vehicle 3 in normal operation of automated driving became a trajectory 4 determines the vehicle along the roadway 1 leads and in the example of the section shown corresponds approximately to a straight ahead. At the same time, it is detected by means of the environmental sensor system present in the vehicle that to the right of the roadway 1 a safe stopping area 2 exist. This stopping area 2 may be, for example, a breakdown lane on a highway or a freeway-like federal highway, but it may also be an emergency stop bay, a fixed roadway banquet, a parking lot, for example, oriented parallel to the direction of travel, or an opening entrance. At the same time to determine the standard trajectory 4 continuously becomes a safety trajectory 5 determined. This safety trajectory 5 is created by the environment sensors in conjunction with the positioning system, which determines its own position with the help of high-precision map information, after the next possible, safe stopping area 2 seeks and an alternative trajectory, namely the safety trajectory 5 That determines a transfer of the vehicle 3 from the current position to a stop position 6 concerns. Is detected in the further driving that the vehicle 3 no longer in automated driving along the trajectory 4 is permanently operable, the vehicle control switches to emergency mode and it becomes the vehicle 3 along the safety trajectory 5 to the next stop position 6 where the vehicle is automatically brought to a safe standstill. This emergency operation can be caused by the failure of a system component for automated driving, but it is also conceivable that a remote vehicle component fails and brings a portion of the electrical system for shutdown or that due to a particularly complex environment situation or due to the lack of operationally necessary data on a journey in automated Operation is no longer possible.

In 2 is shown as a described system for automatic vehicle guidance and for the automatic, safe stopping of the vehicle 3 can be executed. That's the module 7 represented, which includes a position determination, route planning and environment sensors. This module 7 determines the current position of the vehicle 3 , determines based on the current position and the input target position a planned route by using stored or from an external data server loaded map data and sends this route information to a Trajektorienplanungsmodul 8th and to a first control device 9 , Furthermore, the vehicle has 3 via an environment sensor that detects objects in the vehicle environment and provides position and movement data for these objects. These objects in the vehicle environment may be other road users, but also stationary objects such as trees, signs, bridges or house walls. Furthermore, the environment sensor is able to detect open spaces that are passable by the vehicle and the trajectory planning serve. These object data regarding objects in the vehicle environment and open spaces are also provided by the module 7 to the trajectory planning module 8th and the first control device 9 passed. In the trajectory planning module 8th Now becomes a standard trajectory based on the supplied route data and object data 4 determines the a planned movement of the vehicle 3 in the longitudinal direction and transverse direction for a forward section of track section and takes into account the geographical conditions and the currently existing object situation. Furthermore, by the trajectory planning module 8th continuously a safety trajectory 5 determines the next suitable stop position for their determination 6 is determined and the vehicle movement of the vehicle 3 so it is planned that the vehicle 3 on this stop position 6 safely brought to a standstill. This safety trajectory 5 is from the trajectory planning module 8th to the second control device 12 passed in parallel and redundant to the first control device 9 is set up. In the first control device 9 gets out of the trajectory planning module 8th supplied standard trajectory 4 Determines when and to what extent actuators are to be controlled to the vehicle 3 along the precalculated standard trajectory 4 respectively. The determination of these signals for actuator devices requires the exact knowledge of the current location, so that the position determination module and route planning module and Environment sensor module 7 In addition, the position information is supplied.

The first control device 9 now calculates signals by means of which the drive devices and deceleration devices of the vehicle must be controlled in order to implement the predicted longitudinal dynamics of the vehicle. At the same time, it is determined which steering movements the steering actuator has to perform to the vehicle 3 on the standard trajectory 4 respectively. The downstream longitudinal actuator 10 , which may alternatively consist of several Einzelaktuatoren sets the control commands for the longitudinal dynamics of the vehicle 3 in speeds, accelerations, including delays, as well as changes in the gear ratio, so that the vehicle 3 according to the standard trajectory 4 to be led. Likewise, the Queraktuator sets 11 that of the first control device 9 received control signals for the lateral dynamics of the vehicle in steering movements, so that the vehicle 3 in interaction with the longitudinal dynamics along the standard trajectory 4 to be led. The second control device 12 supplied safety trajectory 5 is also in control signals for longitudinal actuators 13 and cross actuators 14 implemented, but these control signals for actuators are not output or further processed in normal operation.

Will be in the vehicle 3 recognized that the automated driving operation can not be maintained, for example, because one of the components that are necessary for this has failed or any other fault of the automatic vehicle operation is present, the output of the control signals for actuator devices from the first control device 9 switched in real time to the output of the control signals for actuator devices in the second control device 12 , so that without delay the vehicle 3 according to the precalculated safety trajectory 5 safely at the nearest stop 6 can be transferred to a safe standstill. The redundant longitudinal actuator 13 , which may alternatively consist of several actuators for engine control, brake control and transmission control, can parallel and independent to the longitudinal actuator or to the plurality of longitudinal actuators 10 be designed for engine control, brake control and transmission control, so that each of the two longitudinal actuators 10 . 13 independent of each other can control the longitudinal actuators. To avoid malfunction is only necessary to ensure that either Längsaktuator 10 or longitudinal actuator 13 convert control signals to the controllers at the same time. The two longitudinal actuators 10 . 13 can also be implemented in a single actuator, but then it is necessary that this common longitudinal actuator has two separate input circuits and drive systems, which can affect each independently and independently of the actuator. For example, this can be realized with double windings in electromagnetic drive devices. The same redundancy as with respect to the longitudinal actuators 10 and 13 has been described in the same way for the Queraktuatorik the block switching symbols 11 and 14 ,

Furthermore, optionally another environment sensor 15 be provided, which may alternatively be an environment sensor system consisting of several individual sensors. This has the task of scanning the immediately preceding vehicle surroundings area with respect to existing objects and during the emergency operation, ie in the period in which the vehicle 3 along the safety trajectory 5 controlled and safe to the stop position 6 to ensure that there is no collision with another object. In particular, another road user or a stationary object may be considered as an object. Detects the optional additional environment sensor 15 an object that is in the field of safety trajectory 5 ahead, so can through this additional, additional environment sensor 15 an automatically initiated and carried out emergency braking be triggered to avoid the impending collision or at least to reduce the collision consequences in an unavoidable collision. Because this additional environment sensor 15 only for emergency operation, ie during the departure of the safety trajectory 15 is necessary, it is recommended for this purpose to use a cost-effective, yet robust sensor type, for which, for example, a Lidarsenor or an ultrasonic sensor, as it is known in principle from parking systems, can be used. However, other types of sensors, such as a stereo video camera that has its own redundancy due to its two cameras, may be used as well as radar sensors or other object detection techniques.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102011086241 A1 [0002]

Claims (12)

Method for operating a motor vehicle ( 3 ) in an automated driving operation, comprising the steps: - determining a standard trajectory ( 4 ), which implements a vehicle guidance according to the driver-specified target setting and the current vehicle environment situation, and - determining a safety trajectory ( 5 ), which ensures a safe stop of the vehicle ( 3 ) in the event of an emergency depending on the current vehicle environment situation, - supplying the standard trajectory ( 4 ) to a first control device ( 9 ), through which the signals to actuator devices ( 10 . 11 . 13 . 14 ) of the vehicle ( 3 ) for vehicle guidance on the basis of the standard trajectory ( 4 ) and - supplying the safety trajectory ( 5 ) to a second control device ( 12 ), by the signals to actuator devices ( 10 . 11 . 13 . 14 ) of the vehicle ( 3 ) for vehicle guidance based on the safety trajectory ( 5 ), characterized in that - in standard operation, the actuator devices ( 10 . 11 ) for vehicle guidance by the first control device ( 9 ) and - in the case of safety, if the automated driving operation can not be ensured, the actuator devices ( 13 . 14 ) by the second control device ( 12 ) are driven around the vehicle ( 3 ) without danger. Method according to claim 1, characterized in that the stopping of the vehicle ( 3 ) by means of the at the beginning of the safety case already the second control device ( 12 ) supplied safety trajectory ( 5 ) happens. Method according to claim 1 or 2, characterized in that the actuator devices ( 10 . 11 . 13 . 14 ) of the vehicle ( 39 through the first control device ( 9 ) or by the second control device ( 12 ) are controllable for influencing the vehicle longitudinal dynamics and the vehicle transverse dynamics. Method according to one of the preceding claims, characterized in that the first control device ( 9 ) from the second control device ( 12 ) works independently. Method according to one of the preceding claims, characterized in that the power supply of the first control device ( 9 ) independent of the power supply of the second control device ( 12 ). Method according to one of the preceding claims, characterized in that the communication devices between the first control device ( 9 ) and the actuator devices ( 10 . 11 . 13 . 14 ) for vehicle guidance independently of the communication devices between the second control device ( 12 ) and the actuator devices ( 10 . 11 . 13 . 14 ) are for vehicle guidance. Method according to one of the preceding claims, characterized in that the vehicle environment situation in case of security signals from another environment sensor ( 15 ) or several other environment sensors ( 15 ) with which an emergency brake function is operated in order to avoid a collision in the event of a security case or to reduce its consequences. Device for operating a motor vehicle ( 3 ) in an automated driving mode, comprising: - a sensor device ( 7 ), - a determination device for trajectory planning ( 8th ), - a first control device ( 9 ), whose signals are sent to actuator devices ( 10 . 11 . 13 . 14 ) of the vehicle ( 3 ) for vehicle guidance on the basis of the standard trajectory ( 4 ) and - a second system ( 12 ), whose signals are sent to actuator devices ( 10 . 11 . 13 . 14 ) of the vehicle ( 3 ) for vehicle guidance based on the safety trajectory ( 5 ) can be forwarded, - an error monitoring device characterized in that the Fehlerübwerachungseinrichtung recognizing the safety case when the automated driving can not be ensured, the actuator devices ( 10 . 11 . 13 . 14 ) no longer by the first control device ( 9 ) as in standard operation but by the second control device ( 12 ), whereby the vehicle ( 3 ) can be stopped without danger. Apparatus according to claim 8, characterized in that the first control device ( 9 ) from the second control device ( 12 ) is independent. Apparatus according to claim 8 or 9, characterized in that the power supply to which the first control device ( 9 ) is connected to the power supply to which the second control device ( 12 ) is connected, is independent. Device according to one of claims 8 to 10, characterized in that the second control device ( 12 ) Signals of another environment sensor ( 15 ) or several other environment sensor sensors ( 15 ) can be supplied. Method according to claim 11, characterized in that in the second control device ( 12 ) with the signals of the further surroundings sensor ( 15 ) or the several other environmental sensor sensors ( 15 ) an emergency brake function is operated to avoid a collision in case of security or to reduce their consequences.

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